Automatic device for controlling circuits for internal-combustion engines



June 6, 1950 w. L. WRIGHT AUTOMATIC DEVICE FOR CONTROLLING CIRCUITS FOR INTERNAL-COMBUSTION ENGINES 2 Sheets-Sheet 1 Filed April 16, 1947 INVENTOR WALTER L WRIGHT,

ATTORNEY 1 4 s M m 0 k: m m 1 m 3 w 8/ M 4 M J 0 w mm n m Q m m w w/ n a F 5 Q 8 .M. 7 9 r, H @V n L June 6, 1950 w. WRIGHT AUTOMATIC DEVICE FOR CONTROLLING CIRCUITS FOR INTERNAL-COMBUSTION ENGINES 2 Sheets-Sheet 2 Filed April 16, 1947 FIG.6.

FIG.4.

INVENTOR WALTER L. WRIGHT- ATTORNEY Patented June 6, 1950 UNITED STATES PATENT OFFICE AUTOMATIC -DEVICE FOR -CONTROLLING CIRCUITS ENGINE S FOR IN TERNAL-COMBUSTION 'Walter L. Wright, Flushing, N. Y.

Application April 16, 1947, Serial No. 741,900

gine, 'which, when started, will automatically break the circuit supplying E. to the starter and stop same, and, further, when the engine stalls or stops from any cause, the electriccircuit will automatically close to again actuate the starter and restart the engine.

Numerous appliances of this character have been devised but they have been only partially eflicient, due mainly to the failure of various 1 controlling elements in the device to respond to the varying conditions under which the device must operate during the starting period of the engine. and, at times, while the engine is running .under its own power.

Various elements involved in the starter controlling unit are electrically connected and operated, and must operate in quick succession, the time period of each stage of the operation being measured in split seconds. tion of any part willcause'the apparatus to fail.

The successful operation of devices of this character depends, in great part, upon the suctional draw or vacuum from the intake manifold of the engine to which the device is connected and, as this vacuum varies in intensity during the starting interval and at times during the running of the engine, provision must be made in the device to compensate for this fluctuation so that the elements comprising same will be fully responsive at all times during the vacuum period, which may vary from a 22 inch reading upon a vacuum gauge down to zero.

Another factor which will cause failure in operation is the lack of sufiicient E. M. F. through the device due to failure of the generator for any reason.

None of the devices at present known has overcome these factors, which contribute to failure of such a device.

It is an object of this invention to provide a device of the character describedwhich will include means to overcome all of the above mentioned defects, and will successfully function at all times and under all normal and abnormal conditions.

Another object of this invention is theprovision therein'of positive means to automatically cut out the to the starting motor as soon as the engine is running on its ownpower and which willautomatically reestablish the'E. M. F.

Any lag in the opera- 2 to the starting motor and restart the engine should it stall for any reason.

A still further object of this invention isthe provision of-an organization in whichthe constituent elements are so arranged structurally and functionally as'to assure improved results 'withmaterials and members which may be manufactured at reasonable cost, may be easily assembled and which will be efficient in operation with minimum wear to the parts.

This invention possesses other objects and features' of advantage some of which, with the foregoing, will be set forth in the following description and in the claims wherein parts will be identified by specific names for convenience, but they are intended tobe as generic in their application to'similar parts as the art will permit. In the accompanying drawings there has been illustrated the best embodiment of the invention known to me, but'such embodiment is to be regarded as typical only of many possible embodiments, and the invention is not to be limited thereto.

'The novel features considered characteristic of my invention are set forth with "particularity in the appended claims. The invention itself, however, both :as to its organization and its method of operation, together with additional objectsiand advantages thereof, will best be understood from the following description of a specific embodiment when readin connection with the accompanying drawings, in which:

Figure 1 is a diagrammatical view of the electrical circuit and connected control elementsin the device.

Figure 2 is a view of the device looking toward the bottom of the housing with part of the housing broken away.

Figure 3 is a side view ofsamewith most of the side wall of the housing broken away, and-shows the device standing on end.

Figure .4 is a front elevational view with most of the front wall of the housing broken away, showing the .cover in the lower portion of the view.

.Figure 5 is a detail of one of the control switchesin the device.

Figure 6 is a similar detail but shows adifferent position of thepartsof same.

Referring in:detail to the parts, II designates the bottom of a cabinet orhousing, l2 and It the front and rear walls thereof respectively, [4 and -l-5-the.side walls, and I-B theiremovable cover which is attached to the .cab'inet'byimeans 'of screws 11. A toggle switch l8, may be attached upon said bracket 59.

to the cabinet in any convenient location and terminals, or binding posts I9, 29 and 2| are suitably attached to the cover It, and properly insulated therefrom.

A relay, or magnetic switch 22, is secured to the cover and insulated therefrom. The said relay switch is mounted upon a U-shaped member 23 (Figure 4), having upwardly extending arms 24 and 25. The arm 24, extends upwardly to a point slightly above a magnet spool 25, carrying, pivotally attached to it, an armature 21, the ontact end 28, of which i held in its uppermost position by means of a spring 29. In its uppermost position the said end 28, of the armature 27, contacts a point 39, upon th upper turned-over end of a bracket arm 3|,which is secured to the upright arm 25, but insulated therefrom. This armature will break the contact at 38, when the core 32, of the magnetic spool 26, is electrically energized as hereinafter described.

A micro-switch, having a body portion 33, of insulating material, is attached to the said cover I6. This micro-switch isof the usual construction and is adapted to make or break either one of two circuits, and when set in position in the cabinet a plunger 39, extending from a piston 35, within a cylinder 35, engages a pin 31, having a cap or button 38, of insulating material. The said cap 38, in turn, engages a spring arm 39, to operate a second spring arm 48, through the use of the arcuate Spring 96, when the said plunger 34, moves against or away from the said pin 37. A tube 4| connects a compartment 42, with the intake manifold 53 (Figures 1 and 5), of the engine. With the engine running, the suction through the tub 45, draws the piston 35, down against the force of a spring 44, when the micro-switch will assume the position shown in Figure 5. When, however, the engine is idle or inoperative no vacuum is created, and the pull on the piston 35, ceases, allowing the spring 44, to function and force the plunger 34, against the pin 31, and set the micro-switch in the position shown in Figure 6.

' The normal, or inactive position of the microswitch when free, or unattached and not acting in coordination with other parts is as shown in Figure 5. The normal position of the same, however, when connected in the device herein described is as shown in Figure 6.

Carried upon, and arranged in any suitable manner upon the cover H5, is a capacitor unit 45, which is adapted to supply electrical energy to the relay 22, when the E. M. F. from the battery, or generator is too low to energize same. Resistor units 46 and 41, are disposed in the circuits as shown, and their function will be hereinafter described in onnection with th description of the diagram shown in Figure 1.

As shown in Figure 5, a contact point 48, upon one side of the free end of the spring arm 49, engages a point 49, upon the bracket 59, and is connected in an electric circuit by the conductor 5|, which is attached to the lug 52, formed In Figure 6, a second contact point 53, upon the opposite side of the said'free end of the spring arm 49, engages a point 54, upon a U -shaped plate 55, attached to the micro-switch body 33, and is connected in an electrical circuit by means of a conductor 56, which is, in turn, attached to a lug 51, formed upon the said U-shaped plate 55. A conductor 58, is attached to a lug 59, formed upon an angular plate 69, which, in turn, carries the said spring arm 49, and provides a means for connecting said arm within an electrical circuit, as will be hereinafter more fully explained.

The description of the electrical hookup will best be understood when read in connection with the diagram of Figure 1, to which reference is now made.

To start the engine to which this device is attached, the ignition switch 6|, is closed by means of a key 62, whereupon an electric circuit flow is established, which starts at the battery B, and runs through lines 93 and 64, to ammeter 65, passes along line 66, to ignition switch 6|, thence through line Bl, to the primary coil of an induction coil 68, which is grounded at the distributor 1!. From the secondary coil of the induction coil 68, a line I9, leads a high tension current to the distributor unit II, from whence the current is distributed to various spark plugs on the engine. The secondary coil of th induction coil 68, is grounded at 12.

An electrical current also flows from the switch 5!, through the line 13, to the binding post 20, through the line E4, to a toggleswitch l5, and from the toggle switch through the line 58, to the spring arm 49, of the aforementioned microswitch 33. From the spring arm 49, the electrical flow is across the contact points 53 and ,54, through the U-shaped plate 55, and lug 51, to the conductor 56, which carries the current to the contact point 30, into the armature 21, of the relay 22. From this armature the current flow is through the conductor 16, to the binding post i9, and thence through the line 11, to a solenoid l8, and to the ground 19.

A completed circuit has now been established and energizes the coil of the solenoid 18, to close the battery circuit at the point 89 and 8|, thereby allowing an electric flowfrom the battery B, which is grounded at 9!, through the line 63, the line 82, across closed points and 8|, through the line 83, to starter S, and there grounded at 84. The starter S, is'now energized and rotates to start the engine. 'As soon as the engine picks up speed, a vacuum is created in the intake manifold 43, which makes connection by means of the aforesaid tube 4|, with the said cylinder compartment 42. This vacuum will draw the said piston 35, down into the said cylinder compartment 42, as shown in Figure 5, to break the circuit at the points 53 and 54 breaking the said solenoid circuit, and establishing a new contact through the contactpoints 48 .and 49, to allow a current flow through the bracket member 58, lines 5| and 85, resistor 45, lines and 51, and coil 26 of relay 22, and is grounded at 88, thereby energizing said coil toattract said armature 27, and break the contact at.3fl, thus breaking the circuit to the solenoid .18 to break the starter circuit, at the points 89 and 8|, and deenerg izing and stopping the starters.

With the. engine running, the generator G, grounded at 92, will come into action and generate E. M. F. which will flow from the generator along line or conductor 89, to the terminal or binding post 2|, through line 90, resistor 41, and lines 86 and Bi, to the coil 26, of the relay22, to ground 88, thus holding the armature 21, down to keep the starter circuit open at the point 30.

The continued normal running ofthe engine will establish a vacuum. in the intake manifold 43, which is transmitted through the tube 4|, to the cylinder 42, to draw the piston .35, its connected plunger 34, and insulator button 38, downwardly to release the spring arm 40, of the microswitch 32, thereby bringing the .points 48 and 43, into contact, as shown in Figure 5. This action closes the battery circuit at the points 48 and 49, and permits an electrical flow to the capacitor 45, to charge same. The said capacitor is grounded at 94, and may also be charged by the generator G, when the E. M. F. from the generator is also holding down the armature 21, of the relay 22, to keep the starter circuit open and the starter inoperative.

This description has so far not considered any of the retarding factors which mightinterfere with the efficient operation of the device. One of the principal retardative factors has to do with the varying vacuum created in the intake manifold and transmitted, by tubular connection, to a cylinder and piston which operate a microswitch in the device, as has been hereinbefore briefly explained.

Considering, then, an engine having a multiplicity of cylinders and pistons, there will always be one cylinder and its piston operating on its intake stroke while the engine is running, and the successive operation of each cylinder will create a constant vacuum in the intake manifold. This vacuum increases or decreases according to the speed of the engine, in the following manner:

In starting an engine, the pistons, during their intake strokes will draw into the cylinder a charge of raw gas and create a vacuum in the intake manifold, which will register approximately ten inches upon a vacuum gauge reading. After the engine has started and continues running, the vacuum will register about twenty-two (22) inches on the vacuum gauge. When the engine is running at idling speed, the vacuum will register about fifteen inches, and when the throttle in the carburetor is suddenly opened wide to speed up the engine, the vacuum drops to approximately one (1) inch. The vacuum will also register approximately one (1) inch when the engine in an automobile is forced into a hard pull as when climbing a steep grade in high gear with the throttle wide open. Spring 96 gives the spring arm its tripping action and makes possible the holding open of the circuit to the solenoid 18 even if the vacuum drops to as low as one-half inch. semicircular shaped spring 96 requires a harder push up on pin 31 to close the circuit to the solenoid as shown in Fig. 6 than is necessary to permit it to trip to the position shown in Fig. 5. Spring 44 must exert a greater pressure to trip microswitch 33 from the position shown in Fig. 5 to the position shown in Fig. 6 than i necessary to withstand the initial vacuum pull of 10 inches. Once the switch 33 has been permitted to trip to the position shown in Fig. 5 it will stay in that position holding the solenoid circuit open to almost zero of vacuum.

An added pressure is exerted by the arcuate member 96, of the said two way switch 33 (Fig. 6), which will be sufiicient to overcome the opposed pressure of the spring 44 when the vacuum in the cylinder 36 drops to a point below 8". The said added pressure will be suificient to hold the said relay circuit closed at the contact points 53 and 54 when the said vacuum drops below 8".

The vacuum created in the intake manifold 43, is adapted, through the connecting tube 4|, to actuate the piston 35, in the cylinder 36, as has already been set forth. However, when starting an engine the pressure of the spring 44, must be 6 strong enough to withstand the vacuum pull of about ten inches against the piston 35, in order to keep the solenoid circuit closed at the points 53 and 54, in the micro-switch 33, thereby actuating the solenoid l8, and closing the battery switch at -8 I, to allow a current flow from the battery B, to the starter S, and hold the solenoid circuit closed until the engine gets under way, and the vacuum increase sufhciently to overcome the force of the spring 44.

With the engine running, the vacuum increases topull the piston 35, and its attached plunger 34, downwardly, releasing the microswitch and changing the contact points from 53-54, to the points 4849, thereby breaking the solenoid circuit and closing a circuit to the relay 22, and capacitor 45 and, in the meantime, keeping the solenoid circuit open to prevent a current flow to the starter.

It is essential that the solenoid circuit be kept open at all times while the engine is running, and when the vacuum pull is as low as one (1) inch and not sufiicient to overcome the force of the spring 44, the added pressure of springs 39, 40 and 96, in the micro-switch 33, will overcome the lack of vacuum pull and force the plunger 34, downwardly to open the solenoid circuit at the micro-switch. There is suflicient pressure in themicro-springs 39, 40 and 36 to hold the plunger 34, against upward movement as long as the vacuum pull is above zero.

Should the vacuum dropto zero when opening the throttle wide while the engine is running, allowing the micro-switch 33 to close the circuit at 53-54, the capacitor 45, releases a stored-up charge of electrical current to the relay 22, keeping it energized to hold the solenoid circuit open at points 30 until sufiicient vacuum is created to pull the plungerdown and break the solenoid circuit at the micro-switch 33 at points 5354.

In the particular arrangement and connections of the micro-switch and vacuum unit just described, the said springs 39 and 40 in the said micro-switch, coordinating with the vacuum in the chamber 42 are suflicient to offset the outward pressure of the plunger spring 44 and prevent the closing of said contact points 53 and 54 while the engine is running and the vacuum is below that required to open said contact ,points 53 and 54, thereby preventing the energization of the solenoid circuit.

A resistor 46, is disposed in the lines 85, 86 and 81, leading to the relay 22, to retard slightly and thus prolong the discharge flow from the capacitor into the relay coil 26, to keep the relay energized for a period of about three (3) seconds, or long enough to hold the relay active until the E. M. F. output from the generator G, has reached a point sufficiently high to energize the relay and/or hold the relay active until the vacuum is suflicient to break the circuit at the micro-switch 33.

A second resistor 41, is connected in the line 96, leading to the generator G, to force the electrical charge of the capacitor 45, into the relay 2'2, and prevent its discharge through the generator line 30, when the generator output is low.

Should the engine, for any reason, stall, the capacitor 45, will discharge a current through lines 93 and 85, resistor 45, and lines 86 and 81, to the relay and energize same, thereby holding a cylinder can cause the engine to turn slightly;

amass:

a reverse directiong-at w-hich ti'me th'e capacitor energizing the-"relaywill keep: the solenoid cir= cuit opento' prevent the operationvof the starter; and. allow" the engine" to: come to :an absolute stop- :before the startingmotor goes: into a op'erae tion ito start the engine. This function of the capacit'or prevents': theclashing of the-gear on the 'lst'arting motor and lthe gear on the flywheel.

Most engines, at the present time; are provided with a solenoid suitably locatedi' at Ltherstarter; and onrsuch engines' th'e device, including the parts "within the: box outlined by dot-idash line in Figure 1, maybe suitably mounted on the engine and" con-nectionsmade Jto'the parts shown outside the boxr On engines-not having a solenoid; provision mayibe made tocsupply: such a unitl The device-will function under 1 all normal or abnormal conditions and speeds-iofitheengine, evenwhen the M; F: from the generator fails, due": to: a=:defective generator "or the breaking of the'idriving' 'belt ofrthea generator or other cause;

Threeimethods are employed to break; and keep open the solenoid circuit to keep th'e start'er"in-' active-whiletheiengine isrunningz (l) by the vacuum: controlled'micro-switeh;(25 Er} M. F. from the' generator, and (3) by th'ebattery cur= rent in conjunction with the capacitor; either one or: all three will keep the circuitopen.

The above description' has set forth the usewof the device in conjunction with an" automobile engine but the'device' may'also be 'employedzlin connection with any form'of internal combustion engine. Attachment screws 95; may *be provided internal combustion engine-:-

An important-functionof the capacitor '45 =is' to holdrthe saidwarmaturercircuit open for a sh-ortperiodof time until the engine'comes to 'an' absolute stop-before allowing" the said? solenoid circuit to close and thereby prematurely crank the engine; Anotherimportant function of--:the capacitor is to electricallyenergizethe relay'to keep the-solenoid circuit open; preventing the starterfrom operating-and allowing-theengine to come to a stop bef-ore starting :sameand thus preventing the harmful clashing *of gears;

The force of the 'arcuate" spring.- 96 exerts an additional pressure to the springarm ifitas it engages the piston rod 3? thereby holding the piston down against the pressureof spring 44 w-hen 'the vacuum pull" in the cylinder 36 drops.-

Duringthe cranking period the vacuum created is approximately 8. Afterthe engine starts running'under'its own power the vacuum is increased above 8" but 'during a period oflabor, suchas'going up'hill, the vacuum drops below 8" for the duration 'of thelaboring period.

When-theengine is idling-the vacuum will be approximately'l8 but should the accelerator he suddenly opened','-th'e vacuum will momentarily drop to 0".

I-claim:'

1.- The combination with an internal combustion engine embodying an intake manifold, a generator driven by the engine, an" electrically operatedstarting motor to crank the'engine, a batteryp'rovidi'ng acurrent' source, an electromagnetic switch, a normally open circuit b'etween-the battery and'starting motor, a closure member upon the electro-magnetic switch actuated by a coil 1 of said electro-magnetic switch when energized, to close the said normally open circuit from' the' battery-to the starting motor, and a' manually operated ignition switch in' the battery "circuit; of- 'a 1 circuit :contr'oh device coni prising a dual switch .h'aving a fi'rst andsecond terminaL'acontact bladefixedzat one end having electrical connection with the battery; dualcon tact points upon its freeend engageable-witlr the said first or second terminal upon the dual switch; anactuating blade' connected to and coacting with 'the'contact blade to urge thesaid contact pointsinto or 'out of contact with either the first or second terminals upon'the dual switch; an arcu'ate rolling spring pivotally connected" be tween thesaid contact andactuating'blades;:.an actuator pin upon said dual switch engageable with the actuating blade to actuate said contact blade, said contact blade beingurgedto close said. battery to said .electroemagnetic switch .circuit :at its first closed position when ltheeengine isrinactive and-said 'ignitioneswitch .is closed, a relayhaving anarmature switch arm pivotally mounted upon said relay and insulated. therefrom, a contact lelementi uponisaid I armature switch arm engageabie with a fixed: icontact element eiectrically connected to the first terminal upon saiddual switch, said" armature.- having electrical connectionswiththe grounded coiloof said electro-magnetic"switch, .a: spring; element between one end iofsaid armature: and the frame ofsaidIrelay to=urge said contact point uponsaid armature into contact .with' saidxfixedi contact element, saidarinature being urged'byisaid spring element to a normally I closed:position' towclose said. electrical circuit from said battery to sa-id grounded coil'of saidelectro-rnagneti'c switch, thereby energizing'said coil to actuatesaid closure member to close said battery-starter motor cir-' cuit when said "manually operated ignition switch is closed, a grounded coil'on said'relay having electrical connection to said second terminal upon said dual switch thence to said'battery when said contactblade'oi said-dual switch trips from'its saidfirst closed position to its said second-closed position after the'engin'e' becomesactive, thereby energizing'jsaid coil of saidre1ay to attractsaid armature'switch' arm to open said battery" to said electro-magnetic switch circuit", said electro magnetic switchv circuit having also been opened at said dual switch when said contact blade tripped from its said first closed position, the said relay coil having a second electricaluconnection with said- 1 generator, said generator. adapted to energize said relay. coil when. said battery circuit to said coil is open, a capacitor grounded at one terminal and having electrical connection with saidJrelay coil...to maintain same in an energized state for a shortperiodof time after the current supply from said battery, and said generator ceases, said capacitorhaving electrical connec-' tions with said batteryrand saidv generator; said capacitor being energized byr-either' said battery, or said generator, a resistor electrically: connected between said capacitor and said relay; coil to "retard the current flow fromi said capacitor; a-second resistoriin the-circuitbetween said gen-'- eratori andisaid relay coil to urgevthez-current fl'ow from said capacitor into saidrelay coil, va vacuum element having a vacuum chamb'er tubularly connected to said intake manifold-upon the engine; a movablewa'll 'in' said vacuum chamber; said movable wall having az-stem extending therefrom 1 and making contact I with: said" actuator pin upon" saididual :switch'," a'i'spring element said stern to urge said stem into 2 contact with saidraactuatorrpin:ofz'said dualiswitch.

2. The combination with an internal combustion engine 01' a circuit control device as defined in claim 1, wherein a force established by a predetermined degree of vacuum in the vacuum chamber coacting with the spring pressure of said actuating blade of said dual switch overcomes the urge of said arcuate rolling spring of said dual switch and said spring element upon said stem of said movable wall in said vacuum chamber causing said spring elements to yield until the expansive action of said arcuate rolling spring passes its critical point between said actuating blade and said contact blade causing said contact blade to trip from its said first closed position to its said second closed position when the engine becomes active.

3. The combination with an internal combustion engine of a circuit control device as defined in claim 1, wherein a force established by a predetermined degree of vacuum in said vacuum chamber coacting with the spring pressure of said actuating blade and expansive action of the said arcuate rolling spring of said dual switch creates a diflerential in pressure on said spring element upon said stem of said movable wall, said difier- 25 ential in pressure adapted to maintain said contact blade of said dual switch in its said second closed position when the vacuum falls to a low degree while the engine is operating.

4. The combination with an internal combustion engine of a circuit control device as defined in claim 1, wherein said spring element upon said stem of said movable wall overcomes the urge of said actuating spring blade and the expansive action of said arcuate rolling spring between said actuating and said contact blades of said dual switch causing said actuating spring blade and said arcuate rolling spring to yield until the expansive action of said arcuate rolling spring passes its critical point thereby causing said contact blade of said dual switch to trip from its said second closed position to its said first closed position when the engine becomes inactive and the vacuum ceases.

WALTER L. WRIGHT.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,985,309 Boyd Dec. 25, 1934 2,015,792 Geraghty Oct. 1, 1935 2,151,400 Williams Mar. 21, 1939 

